C172 pilot departing from a non towered airport reported a NMAC during initial climb.

Narrative

All ground speeds were obtained via ADS-B data on the ground after shutdown. While holding short of runway XX at taxiway 1 at ZZZ at the time and date listed above in a Cessna 172M; I heard an aircraft; announce that they were some distance out to the southeast; inbound to runway XX for a 2 mile initial for runway XX to perform an overhead break for runway XX. I then performed my runup; which took roughly 30 to 60 seconds. Upon completing my runup; I inquired about the distance of the inbound traffic to XX. The aircraft replied 4 miles. I ran my before takeoff checklist which took roughly 10 seconds. Then visually observed the traffic on final. I made my traffic pattern call 'ZZZ traffic; registration number; is taking runway XX; we'll be a left downwind departure to the southeast; ZZZ.' At roughly 200' AGL on my initial departure leg; I observed a Beechcraft Bonanza pass below and roughly 100 feet off my right wing and then proceed to cut directly in front of and underneath me. ADS-B indicates their groundspeed at this time was 180kts. The Bonanza then proceeded to fly at roughly 1600' MSL under the left downwind (with at least one aircraft in it) decelerating from 170kts to 140kts before turning a short base and maintaining roughly 110 kts groundspeed all the way from base to short final; at which point it reduced its speed to 90kts before the ADS-B track ends. During this time; I heard one aircraft comment on the near midair with myself; and traffic on short final (at normal pattern speeds) was forced to go around because the Bonanza came in to land on the runway they had not yet touched down on; evidently raising a separation concern in the PIC's mind; who then announced he was going around. Upon announcing this; the Bonanza asked 'You're starting the go around now?' to which the go around traffic replied 'Yes; I'm going around. You're too close.'Given the fact that the Bonanza was already beneath me and undercutting my flight path from right to left; I felt it appropriate to maintain my positive climb attitude straight ahead.